WO2014002687A1 - 内燃機関の制御装置 - Google Patents

内燃機関の制御装置 Download PDF

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Publication number
WO2014002687A1
WO2014002687A1 PCT/JP2013/065235 JP2013065235W WO2014002687A1 WO 2014002687 A1 WO2014002687 A1 WO 2014002687A1 JP 2013065235 W JP2013065235 W JP 2013065235W WO 2014002687 A1 WO2014002687 A1 WO 2014002687A1
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WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
vehicle
deceleration
vehicle speed
Prior art date
Application number
PCT/JP2013/065235
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English (en)
French (fr)
Inventor
長谷　貴充
健一 椿
満 代市
Original Assignee
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to US14/410,996 priority Critical patent/US10450980B2/en
Priority to JP2014522497A priority patent/JP5825437B2/ja
Priority to CN201380030514.5A priority patent/CN104350261B/zh
Priority to EP13808845.5A priority patent/EP2868904B1/en
Publication of WO2014002687A1 publication Critical patent/WO2014002687A1/ja

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18136—Engine braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1884—Avoiding stall or overspeed of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/045—Detection of accelerating or decelerating state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/18081—With torque flow from driveshaft to engine, i.e. engine being driven by vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B60W2030/206—Reducing vibrations in the driveline related or induced by the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B60W2510/0647—Coasting condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B60W2510/0652—Speed change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/30—Auxiliary equipments
    • B60W2510/305—Power absorbed by auxiliaries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M3/00—Idling devices for carburettors
    • F02M3/02—Preventing flow of idling fuel
    • F02M3/04—Preventing flow of idling fuel under conditions where engine is driven instead of driving, e.g. driven by vehicle running down hill
    • F02M3/055—Fuel flow cut-off by introducing air, e.g. brake air, into the idling fuel system

Definitions

  • the present invention relates to a control device for an internal combustion engine that performs rapid deceleration determination at the time of deceleration of a vehicle.
  • Patent Document 1 when the rate of change of the vehicle speed becomes equal to or greater than a predetermined determination value set in advance during deceleration of the vehicle, it is determined that the vehicle is in a rapid deceleration state, and fuel cut to stop fuel supply to the internal combustion engine Technology has been disclosed to stop this fuel cut.
  • the torque of the internal combustion engine changes from normal rotation to reverse rotation at the start of the fuel cut, so that the rotation fluctuation occurs in the power train system, and the vehicle changes due to the rotation fluctuation. It will vibrate in the front-rear direction (front-rear direction vibration). That is, the rate of change of the vehicle speed changes due to the front-rear direction vibration.
  • Patent Document 1 does not consider the longitudinal vibration that occurs at the start of fuel cut, so when the rate of change of the vehicle speed becomes large due to the longitudinal vibration that occurs at the time of fuel cut, However, there is a risk that it may be erroneously determined as rapid deceleration.
  • the present invention is a control device for an internal combustion engine that stops fuel cut control when it is determined that the deceleration state of the vehicle is sudden deceleration during fuel cut control, wherein the deceleration rate of the vehicle is calculated according to the rotational resistance of the internal combustion engine
  • the rapid deceleration is determined to be rapid deceleration when it becomes larger than the rapid deceleration determination value, and the rapid deceleration determination value is set to be smaller as the rotational resistance of the internal combustion engine becomes larger.
  • the rapid deceleration determination taking into consideration the longitudinal vibration generated at the start of fuel cut control is performed, and fuel cut control is not started
  • the rapid deceleration determination since the rapid deceleration determination is performed without considering the longitudinal vibration, the erroneous determination of the rapid deceleration caused by the longitudinal vibration can be prevented, and the internal combustion engine is stopped at the time of deceleration. Can be prevented.
  • FIG. 1 is a system diagram showing an entire configuration of an internal combustion engine to which the present invention is applied.
  • Explanatory drawing which showed typically the correlation of the vehicle speed at the time of brake on, and the change rate of an engine rotational speed.
  • Explanatory drawing which showed typically the correlation of the vehicle speed at the time of a brake on, and a sudden deceleration determination value.
  • the timing chart which put in order and showed rapid deceleration determination in case engine rotation speed is the same, and the vehicle speed at the time of a brake on differs.
  • the flowchart which shows the flow of control of sudden deceleration decision of the vehicle.
  • FIG. 1 is a system diagram showing an entire configuration of an internal combustion engine 1 to which the present invention is applied.
  • the internal combustion engine 1 is mounted on a vehicle such as an automobile as a drive source, and a CVT (continuously variable transmission) 3 is connected via a torque converter 2.
  • the CVT 3 transmits power to the drive wheels 4 via a final reduction gear (not shown).
  • the torque converter 2 has a lockup clutch (not shown), and the control unit 5 controls engagement / disengagement of the lockup clutch.
  • Lock-up control is performed to engage the lock-up clutch when a predetermined lock-up engagement condition determined from the vehicle speed and engine rotational speed is satisfied, and when a predetermined lock-up release condition determined from the vehicle speed and engine rotational speed is satisfied, lock-up control To release the lockup clutch.
  • the control unit 5 includes a vehicle speed sensor 6 for detecting a vehicle speed (vehicle speed), an airflow meter 7 for detecting an intake air amount, a crank angle sensor 8 for detecting a crank angle of a crankshaft (not shown), and an accelerator pedal (shown Signals of sensors such as an accelerator opening degree sensor 9 for detecting an amount of depression (accelerator opening degree) and a brake pedal sensor 10 for detecting ON-OFF of a brake pedal (not shown) are inputted.
  • a vehicle speed sensor 6 for detecting a vehicle speed (vehicle speed)
  • an airflow meter 7 for detecting an intake air amount
  • a crank angle sensor 8 for detecting a crank angle of a crankshaft (not shown)
  • an accelerator pedal shown Signals of sensors such as an accelerator opening degree sensor 9 for detecting an amount of depression (accelerator opening degree) and a brake pedal sensor 10 for detecting ON-OFF of a brake pedal (not shown) are inputted.
  • the control unit 5 controls the ignition timing and air-fuel ratio of the internal combustion engine 1 based on these detection signals, and stops the fuel supply to the internal combustion engine 1 when a predetermined fuel cut condition is satisfied.
  • the cut control is performed, and the fuel cut control is ended when a predetermined fuel cut release condition is satisfied.
  • the fuel cut condition is satisfied, for example, when the accelerator opening degree is equal to or less than a predetermined opening degree, the engine rotation speed is equal to or more than a predetermined fuel cut rotation speed, and the vehicle speed is equal to or more than a predetermined fuel cut speed.
  • the fuel cut cancellation condition is satisfied, for example, when the accelerator opening degree is a predetermined opening degree or more, the engine rotational speed is a predetermined fuel cut recovery rotational speed or less, and the vehicle speed is a predetermined fuel cut recovery speed or less.
  • the vehicle speed change rate or the change rate of the engine rotational speed is the vehicle deceleration rate (vehicle deceleration rate), vehicle speed and gear ratio. It is determined whether the vehicle is in the rapid deceleration state or not using the rapid deceleration determination value calculated based on the corresponding rotational resistance of the internal combustion engine 1.
  • the vehicle deceleration rate at the time of vehicle deceleration has a correlation with the rotational resistance of the internal combustion engine 1, and the larger the rotational resistance of the internal combustion engine 1, the larger the vehicle deceleration rate.
  • the rotational resistance of the internal combustion engine 1 increases as the vehicle speed decreases and as the gear ratio increases. That is, as the rotational resistance of the internal combustion engine 1 increases, the possibility of the internal combustion engine stopping increases.
  • the vehicle deceleration rate during the fuel cut control becomes larger than the rapid deceleration determination value calculated based on the rotational resistance of the internal combustion engine 1, it is determined that the vehicle is in the rapid deceleration state.
  • the rapid deceleration determination value is set to decrease as the rotational resistance of the internal combustion engine 1 increases.
  • the transmission is a CVT
  • the vehicle speed and the gear ratio are uniquely determined. Therefore, as shown in FIG. 2, the lower the vehicle speed at the time of brake on, the larger the vehicle deceleration rate becomes. Therefore, when the transmission is a CVT, as shown in FIG. 3, the rapid deceleration determination value is set to be smaller as the vehicle speed at the time of braking is lower.
  • the rapid deceleration determination value is the vehicle deceleration rate at the time of the longitudinal vibration (for example, The rotation speed change rate of the shaft is set to ⁇ R1 larger than ⁇ R2 and the vehicle speed at brake on is less than the vehicle speed V1 at brake on in the area below vehicle speed V1 where fuel cut control is not started
  • the vehicle speed is set to ⁇ R3 and increases as the vehicle speed at brake on becomes larger than V0 when the vehicle speed at brake on is V0 to V1, and is set to ⁇ R1 at vehicle speed at brake on.
  • the vehicle deceleration rate ⁇ R2 at the time of the longitudinal vibration is set based on, for example, the vehicle deceleration rate at the time of the longitudinal vibration previously obtained by experiments or the like.
  • the rapid deceleration determination value is set to continuously change according to the vehicle speed, but the rapid deceleration determination value is gradually changed when the vehicle speed at brake on is V1. It may be set to More specifically, if the vehicle speed at brake on is V1 or more, the rapid deceleration determination value is set to a predetermined value ⁇ R1 larger than ⁇ R2, and if the vehicle speed at brake on is smaller than V1, the rapid deceleration determination value is ⁇ R2
  • the predetermined value ⁇ R3 may be smaller than the predetermined value.
  • FIG. 4 is a timing chart showing the situation of the rapid deceleration determination in the case where the engine rotational speed is the same and the vehicle speed at the time of the brake on is different.
  • characteristic lines A1 and A2 indicated by solid lines indicate cases where the vehicle speed Va when the brake is on is V1 or more and the rapid deceleration determination value is ⁇ R1
  • characteristic lines B1 and B2 indicated by the broken lines indicate that the brake is on It shows the case where the rapid deceleration determination value is ⁇ R3 at the vehicle speed Vb where the vehicle speed is V0 or less.
  • FIG. 4 shows the case where the rapid deceleration determination value is ⁇ R3 at the vehicle speed Vb where the vehicle speed is V0 or less.
  • the slope of the straight line B3 (broken line) indicating the tendency of the overall inclination of the characteristic line B1 is larger than the slope of the straight line A3 (solid line) indicating the tendency of the general inclination of the characteristic line A1.
  • the rapid deceleration determination value is set to a smaller value as the vehicle speed at brake on becomes lower, if the vehicle speed at brake on is Vb, it is determined that the vehicle is suddenly decelerated at time t1, and the vehicle speed at brake on is In the case of Va, it is determined that rapid deceleration is performed at the timing of time t2. That is, as the vehicle speed at the time of brake on (time t0) is lower, it is determined that the vehicle is suddenly decelerated in a shorter time from the time of brake on (time t0).
  • fuel cut control is ended (fuel cut recovery), and if lockup control is in progress, the lockup clutch is released to end lockup control.
  • the rapid deceleration determination value As described above, by setting the rapid deceleration determination value to be smaller as the vehicle speed at the time of brake on becomes lower, the above-mentioned front and rear direction generated at the start of fuel cut control at the time of deceleration at high vehicle speed side where fuel cut control can be started.
  • the rapid deceleration determination taking into account the vibration is performed, and the rapid deceleration determination is performed without considering the longitudinal vibration at the time of deceleration on the low vehicle speed side where fuel cut control is not started. It is possible to prevent the erroneous determination of the rapid deceleration caused by the vibration, and perform the determination of the rapid deceleration so that the internal combustion engine 1 does not stop at the time of deceleration on the low vehicle speed side, and the fuel cut control can be ended.
  • FIG. 5 is a flow chart showing the control flow of the rapid deceleration determination of the vehicle in the embodiment described above.
  • a rapid deceleration determination value is calculated based on the rotational resistance of the internal combustion engine 1.
  • S2 it is determined whether the vehicle deceleration rate is larger than the rapid deceleration determination value, and if it is larger, it is determined that the vehicle is in the rapid deceleration state, and the process proceeds to S3.
  • the fuel cut control is ended (fuel cut recovery), the lockup clutch is released, and the lockup control is ended.
  • the CVT 3 is used as the transmission, but the transmission may be an automatic transmission or a manual transmission.
  • the rapid deceleration determination value is calculated according to the rotational resistance calculated from the vehicle speed and the gear ratio. At this time, even if the vehicle speed is the same, the rotational resistance calculated for the lower gear (the gear having a larger gear ratio) is larger.
  • the transmission When the transmission is a manual transmission, for example, it has shift position detection means capable of detecting the current shift position, and if the transmission ratio can be detected, the rotational resistance calculated from the vehicle speed and the transmission ratio Accordingly, the rapid deceleration determination value can be calculated.
  • the rapid deceleration determination value may be corrected in accordance with the load of the accessory of the internal combustion engine 1. That is, by correcting the rapid deceleration determination value calculated based on the rotational resistance of the internal combustion engine 1 to be smaller as the accessory load is larger, the internal combustion engine 1 is stopped due to the reduction of the vehicle speed at the time of deceleration. Can be avoided more effectively.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

燃料カット制御中の車両減速率が、内燃機関（１）の回転抵抗に基づいて算出される急減速判定値よりも大きくなった場合に、車両が急減速状態であると判定する。急減速判定値は、内燃機関（１）の回転抵抗が大きくなるほど小さくなるように設定される。内燃機関（１）の回転抵抗は、車速が低いほど、また変速比が大きいほど大きくなる。これにより高車速側の減速時には、燃料カット制御の開始時に発生する前後方向振動に起因する急減速の誤判定を防止することができると共に、低車速側の減速時には内燃機関（１）が停止しないように急減速の判定を実施して燃料カット制御を終了させることができる。

Description

内燃機関の制御装置
　本発明は、車両の減速時に急減速判定を実施する内燃機関の制御装置に関する。
　特許文献１には、車両の減速時に、車速の変化率が予め設定された所定の判定値以上となると、車両が急減速状態であると判定し、内燃機関への燃料供給を停止する燃料カットを行っている場合には、この燃料カットを停止するようにした技術が開示されている。
　ここで、燃料カットを行う場合、燃料カットの開始時に内燃機関のトルクが正転から逆転に変化することになるため、パワートレイン系に回転変動が発生し、この回転変動に起因して車両が前後方向に振動（前後方向振動）することになる。つまり、この前後方向振動により、車速の変化率が変動することになる。
　しかしながら、特許文献１では、燃料カット開始時に発生する上記前後方向振動を考慮していないため、燃料カット開始時に発生する前後方向振動によって車速の変化率が大きくなると、実際は急減速していないにもかかわらず急減速と誤判定してしまう虞がある。
特開２００９－１９５８７号公報
　本発明は、燃料カット制御中に車両の減速状態が急減速と判定されると燃料カット制御を中止する内燃機関の制御装置において、車両の減速率が内燃機関の回転抵抗に応じて算出された急減速判定値よりも大きくなると急減速と判定し、上記急減速判定値は、上記内燃機関の回転抵抗が大きくなるほど小さくなるよう設定されていることを特徴としている。
　本発明によれば、燃料カット制御を開始可能な高車速側の減速時には、燃料カット制御開始時に発生する前後方向振動を考慮した急減速判定が行われ、燃料カット制御が開始されない低車速側の減速時には、上記前後方向振動を考慮せずに急減速判定が行われるため、上記前後方向振動に起因する急減速の誤判定を防止することができると共に、減速時に内燃機関が停止してしまうことを防止することができる。
本発明が適用される内燃機関の全体構成を示すシステム図。 ブレーキオン時の車速と機関回転速度の変化率の相関を模式的に示した説明図。 ブレーキオン時の車速と急減速判定値の相関を模式的に示した説明図。 機関回転速度が同一で、ブレーキオン時の車速が異なる場合の急減速判定を並べて示したタイミングチャート。 車両の急減速判定の制御の流れを示すフローチャート。
　以下、本発明の一実施例を図面に基づいて詳細に説明する。図１は、本発明が適用される内燃機関１の全体構成を示すシステム図である。
　内燃機関１は、駆動源として自動車等の車両に搭載されるものであって、トルクコンバータ２を介してＣＶＴ（無段変速機）３が接続されている。ＣＶＴ３は、図示せぬ終減速装置を介し、駆動輪４、４に動力を伝達している。
　トルクコンバータ２は、ロックアップクラッチ（図示せず）を有するものであって、コントロールユニット５によって、このロックアップクラッチの締結／解放が制御される。車速と機関回転速度から決まる所定のロックアップ締結条件が成立すると上記ロックアップクラッチを締結するロックアップ制御を実施し、車速と機関回転速度から決まる所定のロックアップ解除条件が成立すると、ロックアップ制御を終了して上記ロックアップクラッチを解放する。
　コントロールユニット５は、車両速度（車速）を検知する車速センサ６、吸入空気量を検知するエアフローメータ７、クランクシャフト（図示せず）のクランク角を検出するクランク角センサ８、アクセルペダル（図示せず）の踏込量（アクセル開度）を検出するアクセル開度センサ９、ブレーキペダル（図示せず）のＯＮ－ＯＦＦを検知するブレーキペダルセンサ１０等のセンサ類の信号が入力されている。
　コントロールユニット５は、これらの検出信号に基づいて、内燃機関１の点火時期や空燃比等の制御を実施すると共に、所定の燃料カット条件が成立すると、内燃機関１への燃料供給を停止する燃料カット制御を実施し、所定の燃料カット解除条件が成立すると燃料カット制御を終了する。燃料カット条件は、例えば、アクセル開度が所定開度以下で、機関回転速度が所定の燃料カット回転速度以上で、かつ車速が所定の燃料カット速度以上のときに成立する。燃料カット解除条件は、例えば、アクセル開度が所定開度以上、機関回転速度が所定の燃料カットリカバー回転速度以下、車速が所定の燃料カットリカバー速度以下のいずれかの条件が満たされたときに成立する。
　そして、燃料カット制御中に、ブレーキペダルが踏み込まれると（ブレーキオンとなると）、車速の変化率もしくは機関回転速度の変化率である車両の減速率（車両減速率）と、車速及び変速比に応じた内燃機関１の回転抵抗に基づいて算出される急減速判定値と、を用いて車両が急減速状態であるか否かを判定する。
　ここで、燃料カット制御の開始時には、内燃機関１のトルクが正転から逆転に変化することに起因して、上述したように前後方向振動が発生するため、この上下方向振動の影響で車両減速率が大きくなり、急減速と誤判定される可能性がある。
　このような前後方向振動による急減速の誤判定を回避するために、急減速判定値に余裕をもたせると（大きくすると）、車両が急減速したときに、急減速と判定されるまでの時間が長くなってしまい、内燃機関１が停止してしまう可能性が相対的に高くなる。
　車速が高い運転領域では、実際に急減速が起こっても比較的緩やかに機関回転速度が低下するので、上記急減速判定値に余裕をもたせたとしても、急減速の判定が遅れて内燃機関１が停止してしまうことはない。一方、燃料カット制御が開始されることのない低車速では、上記前後方向振動が発生しないので、上記急減速判定値に余裕をもたせる必要はなく、また素早く急減速の判定を行わないと内燃機１関が停止してしまうことになる。
　また、車両減速時の車両減速率は、内燃機関１の回転抵抗と相関があり、内燃機関１の回転抵抗が大きくなるほど、車両減速率は大きくなる。内燃機関１の回転抵抗は、車速が低いほど、また変速比が大きいほど大きくなる。つまり、内燃機関１の回転抵抗が大きくなるほど、内燃機関が停止する可能性が高くなる。
　そこで、燃料カット制御中の車両減速率が、内燃機関１の回転抵抗に基づいて算出される急減速判定値よりも大きくなった場合に、車両が急減速状態であると判定する。急減速判定値は、内燃機関１の回転抵抗が大きくなるほど小さくなるように設定される。
　変速機がＣＶＴの場合には、車速と変速比が一義的に決まるので、図２に示すように、ブレーキオン時の車速が低いほど車両減速率が大きくなる。そこで、変速機がＣＶＴの場合には、図３に示すように、ブレーキオン時の車速が低いほど急減速判定値が小さくなるように設定される。
　詳述すると、本実施例では、ブレーキオン時の車速が燃料カット制御を開始可能な車速Ｖ１以上の領域では、急減速判定値が、上記前後方向振動時の車両減速率（例えば、ＣＶＴ３の出力軸の回転速度の変化率）ΔＲ２よりも大きいΔＲ１に設定され、ブレーキオン時の車速が燃料カット制御が開始されない上記車速Ｖ１未満の領域では、ブレーキオン時の車速がＶ０以下ではΔＲ２よりも小さいΔＲ３に設定され、ブレーキオン時の車速がＶ０～Ｖ１の間では、ブレーキオン時の車速がＶ０より大きくなるほど大きくなり、ブレーキオン時の車速がＶ１のときΔＲ１となるように設定されている。なお、上記前後方向振動時の車両減速率ΔＲ２は、例えば予め実験等で求めた前後方向振動時の車両減速率に基づいて設定される。
　また、上述した実施例では、急減速判定値が車速に応じて連続的に変化するように設定されているが、ブレーキオン時の車速がＶ１を境に、急減速判定値を段階的に変化するように設定してもよい。詳述すると、ブレーキオン時の車速がＶ１以上の場合には、急減速判定値をΔＲ２よりも大きい所定値ΔＲ１とし、ブレーキオン時の車速がＶ１より小さい場合には、急減速判定値をΔＲ２よりも小さい所定値ΔＲ３としてもよい。
　図４は、機関回転速度が同一で、ブレーキオン時の車速が異なる場合の急減速判定の状況を示すタイミングチャートである。この図４において、実線で示す特性線Ａ１、Ａ２はブレーキオン時の車速がＶ１以上の車速Ｖａで急減速判定値がΔＲ１の場合を示し、破線で示す特性線Ｂ１、Ｂ２はブレーキオン時の車速がＶ０以下の車速Ｖｂで急減速判定値がΔＲ３の場合を示している。この図４に示すように、ブレーキオン時（時刻ｔ０）の機関回転速度が同一であっても、ブレーキオン時の車速が低いほど、減速時の機関回転速度の変化率が大きくなる。従って、特性線Ｂ１の全体的な傾きの傾向を示す直線Ｂ３（破線）の傾きは、特性線Ａ１の全体的な傾きの傾向を示す直線Ａ３（実線）の傾きよりも大きくなる。
　そして、ブレーキオン時の車速が低いほど、急減速判定値が小さく設定されるため、ブレーキオン時の車速がＶｂの場合には時刻ｔ１のタイミングで急減速と判定され、ブレーキオン時の車速がＶａの場合には時刻ｔ２のタイミングで急減速と判定されることになる。つまり、ブレーキオン時（時刻ｔ０）の車速が低いほど、ブレーキオン時（時刻ｔ０）からより短い時間で急減速と判定されることになる。
　車両が急減速状態と判定されると、燃料カット制御を終了（燃料カットリカバー）し、ロックアップ制御中であれば上記ロックアップクラッチを解放してロックアップ制御を終了する。
　このように、ブレーキオン時の車速が低くなるほど急減速判定値が小さくなるように設定することで、燃料カット制御を開始可能な高車速側の減速時には、燃料カット制御開始時に発生する上記前後方向振動を考慮した急減速判定が行われ、燃料カット制御が開始されない低車速側の減速時には、上記前後方向振動を考慮せずに急減速判定が行われるため、高車速側の減速時には上記前後方向振動に起因する急減速の誤判定を防止することができると共に、低車速側の減速時には内燃機関１が停止しないように急減速の判定を実施して燃料カット制御を終了させることができる。
　図５は、上述した実施例における車両の急減速判定の制御の流れを示すフローチャートである。
　Ｓ１では、内燃機関１の回転抵抗に基づいて急減速判定値を算出する。Ｓ２では、車両減速率が急減速判定値よりも大きいか否かを判定し、大きい場合には車両が急減速状態であると判定してＳ３へ進む。Ｓ３では、燃料カット制御を終了（燃料カットリカバー）し、上記ロックアップクラッチを解放しロックアップ制御を終了する。
　上述した実施例では、変速機としてＣＶＴ３を用いているが、変速機は自動変速機や手動変速機であってもよい。
　変速機が自動変速機の場合には、車速と変速比から算出された回転抵抗に応じて急減速判定値が算出される。このとき、車速が同じであっても、低いギヤ段（変速比が大きいギヤ段）の方が算出される回転抵抗が大きくなる。
　変速機が手動変速機の場合には、例えば現在の変速段を検知可能なシフト位置検出手段を備えるなどして、変速比が検知可能であれば、車速と変速比から算出された回転抵抗に応じて急減速判定値が算出可能となる。
　また、急減速判定値は、内燃機関１の補機負荷に応じて補正するようにしてもよい。すなわち、補機負荷が大きいほど、内燃機関１の回転抵抗に基づいて算出された急減速判定値を小さくなるように補正することで、減速時に車速の低下により内燃機関１が停止してしまうことをより効果的に回避することが可能となる。

Claims (6)

  1. 　車両に搭載された内燃機関と、上記内燃機関への燃料供給を停止する燃料カット制御を実施する燃料カット制御手段と、上記燃料カット制御中の車両の減速状態を判定する減速状態判定手段と、を有し、車両の減速状態が急減速と判定されると上記燃料カット制御を中止する内燃機関の制御装置において、
    　上記減速状態判定手段は、上記車両の減速率が上記内燃機関の回転抵抗に応じて算出された急減速判定値よりも大きくなると急減速と判定し、
    　上記急減速判定値は、上記内燃機関の回転抵抗が大きくなるほど小さくなるよう設定されている内燃機関の制御装置。
  2. 　上記回転抵抗は、車速と上記車両に搭載された変速機の変速比に応じて設定されている請求項１に記載の内燃機関の制御装置。
  3. 　上記回転抵抗は、車速が低いほど大きくなり、上記変速機の変速比が大きいほど大きくなる請求項２に記載の内燃機関の制御装置。
  4. 　上記車両に変速機として無段変速機が搭載され、上記回転抵抗が車速に応じて設定されている請求項１～３のいずれかに記載の内燃機関の制御装置。
  5. 　上記急減速判定値は、内燃機関の補機負荷に応じて補正される請求項１～４のいずれかに記載の内燃機関の制御装置。
  6. 　上記車両減速率は、上記内燃機関の機関回転速度の変化率あるいは車速の変化率である請求項１～５のいずれかに記載の内燃機関の制御装置。
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JPWO2014002687A1 (ja) 2016-05-30
CN104350261B (zh) 2017-03-15
US20150204259A1 (en) 2015-07-23
EP2868904A1 (en) 2015-05-06
US10450980B2 (en) 2019-10-22
CN104350261A (zh) 2015-02-11
EP2868904B1 (en) 2017-11-08
JP5825437B2 (ja) 2015-12-02

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